Car Seat

ABSTRACT

Embodiments of a car seat include an outer protective shell, an inner seat, a suspension system connecting and permitting relative movement between the inner seat and the outer protective shell. The suspension system may include a plurality of deformable webs. Also, at least one padding element may be in contact with and interposed between the outer protective shell and the inner seat. In an accident, regardless of the direction in which the seat is facing and regardless of whether the result is a sudden acceleration and/or deceleration, the inner seat will move inside the frame, and the suspension system will absorb some, much, or all of the energy either by elastic or plastic deformation. Energy not absorbed by the suspension system may be absorbed by the inner seat itself and/or an anchor system used to connect the car seat to a vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority from U.S. Patent Application No.62/043,947 (Cohen et al.) filed Aug. 29, 2014 the entire contents ofwhich are hereby incorporated herein by reference. This application isrelated to U.S. Ser. No. 13/785,555 (Cohen et al.) filed Mar. 5, 2013,and Ser. No. 14/197,855 (Cohen et al.) filed Mar. 5, 2014, the entirecontents of which are hereby incorporated herein by reference.

BACKGROUND

1. Field

The present disclosure relates to car seats. More particularly, thepresent disclosure relates to safety car seats. The safety car seats maybe for infants or children, although this application is not limitedthereto.

2. State of the Art

The most common cause of death for children aged 1-5 in developedcountries is by accident, and the leading cause of death by accident isdue to car accidents. When properly installed in passenger cars, childsafety seats have been reported to reduce fatal injury by about 71% forchildren under age one and by about 54% for toddlers aged 1-4.Nonetheless, in the U.S. alone, over 250 children aged 0-4 are fatallyinjured every year while properly restrained in their car seats.

In addition, to the fatalities, every year, thousands of children whoare properly restrained in car seats still sustain incapacitatinginjuries resulting from car accidents. By far the most common severeinjuries are head injuries, including cerebrum injuries (contusions orlacerations), concussions, skull vault and skull base fractures,subarachnoid hemorrhages, and subdural hematomas. Other common severeinjuries are thoracic (lung and rib), abdominal (bowel, liver, spleen,kidney), spine, and upper extremity (clavicle, humerus, radius/ulna) andlower extremity (pelvis, femur, tibia/fibula) injuries. The injuryoutcome in children can be worse than similar injuries sustained byadults, and children who suffer traumatic brain injuries can experiencelasting or late-appearing neuropsychological problems. For example,frontal lobe functions develop relatively late in a child's growth, sothat injury to the frontal lobes may not become apparent until the childreaches adolescence.

According to the U.S. National Highway Traffic and Safety Administration(NHTSA), children under the age of one should always ride in arear-facing car seat that has a harness. While it is recommended thatrear-facing seats be used as long as possible, it is recognized thatchildren aged 1 and over will wish to face forward. NHTSA recommendsthat children aged 1-3 (and older if they have not reached a certainheight and weight) use a forward-facing car seat with a harness andtether that limits the child's forward movement during a crash.

There are many types of car seats available for purchase. Infant seatsrecommended for children under age 1 are typically rear-facing. Manyinclude a base that is belted or tethered into the car and a seat thatcan latch into the base. The seat often includes a handle so that theseat may be carried when it is unlatched from the base (i.e., from thecar). A popular car seat option for infants as well as children is a“convertible” car seat that may be oriented in a rear-facing positionand the “converted” to a front-facing position. Some convertible carseats may even convert into a booster seat for children weighing up to100 pounds. Typically the convertible car seats are strapped into thecar using the car seat-belt, or are anchored to the car frame directlyusing a LATCH (Lower anchors and Tethers for children) system. All carseats offer a harness for strapping the child into the seat. The usualharness is a five-point safety harness. The car seats tend to be formedfrom injection molded plastic, typically at least 5 mm thick, and theseats (with base in the case of the infant seats) typically weigh 7 kgsor more.

SUMMARY

This summary is provided to introduce a selection of concepts that arefurther described below in the detailed description. This summary is notintended to identify key or essential features of the claimed subjectmatter, nor is it intended to be used as an aid in limiting the scope ofthe claimed subject matter.

A car seat includes an outer protective shell, an inner seat, and asuspension system coupling and permitting relative movement between saidinner seat and said outer protective shell, said suspension systemsuspending said inner seat substantially within said outer protectiveshell. The car seat further includes a plurality of padding elements.The outer protective shell has an inner surface and the plurality ofpadding elements are located on the inner surface of the outerprotective shell. The plurality of padding elements extend from theinner surface of the outer protective shell to the inner seat and atleast one of the padding elements always contacts the inner seat.

In another embodiment, a car seat includes an outer protective shell, aninner seat, and a suspension system coupling and permitting relativemovement between the inner seat and the outer protective shell. Thesuspension system suspends the inner seat substantially within the outerprotective shell. The suspension system includes a plurality ofdeformable webs connecting the inner seat to the outer protective shell.

The webs may be elastically and plastically deformable. In oneembodiment, at least one of the webs is formed of woven fibers. As butone example, such a web is formed of woven fibers of polyethyleneterephthalate (PET) and polyester partially oriented yarn (POY).

The car seat may also include one or more safety straps connectedbetween the inner seat and the outer protective shell. The safety strapshave an ultimate tensile load limit that is greater than each of thewebs.

Preferably, at least one of the webs is constructed to plasticallydeform when the inner seat moves into contact with the outer protectiveshell.

In at least one embodiment, the inner seat is comprised of an innershell layer and an outer shell layer removably coupled to the innershell layer. A handle may extend from the inner shell layer or the outerprotective shell.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an exploded view of a car seat.

FIG. 2 is a perspective, partially broken view of the car seat of FIG. 1without the removable fabric cover and inner seat layers.

FIG. 3 is a front view of the car seat of FIG. 1.

FIG. 4 is a cross-sectional view of the car seat of FIG. 1 taken at A-Aof FIG. 3.

FIG. 5 is a perspective view of the car seat of FIG. 1.

FIG. 6 is a perspective, partially cut-away, partially transparent viewof another embodiment of a car seat.

FIG. 7 is a perspective view of another embodiment of a car seat.

FIG. 8 is a view of the bottom of the car seat shown in FIG. 7.

FIG. 9 is a perspective view of the side and bottom of the outer shellof the car seat shown in FIG. 7 with a tether connector in one anchorbox.

FIG. 10A is a perspective view of an anchor box and tether connectorshown in FIG. 7.

FIG. 10B is a side elevation view of the anchor box and tether connectorshown in FIG. 10A.

FIG. 10C is a cross-sectional view of the anchor box and tetherconnector of FIG. 10A taken at C-C of FIG. 10B.

FIG. 10D is an elevation view of the anchor box and tether connectorshown in FIG. 10A with a cover of the anchor box removed.

FIG. 10E is schematic representation of an alternate anchor boxconstruction from that shown in FIG. 10D.

FIG. 11 is an elevation view of an embodiment of a car seat in a frontfacing orientation in a vehicle.

FIG. 12 is an elevation view of an embodiment of a car seat in a frontfacing orientation in a vehicle.

FIG. 13 is an elevation view of an embodiment of a car seat in a rearfacing orientation in a vehicle.

FIG. 14 is an elevation view of an embodiment of a car seat in a rearfacing orientation in a vehicle.

FIG. 15 is a top plan view of the car seat shown in FIG. 7.

FIG. 16 is a perspective view of a strap of the car seat shown in FIG.15.

FIG. 17 is an exploded assembly view of the car seat shown in FIG. 7 andan optional compressible material.

FIG. 18 is a perspective view of another embodiment of a car seat.

FIG. 19 is an exploded assembly view of the car seat shown in FIG. 18.

FIG. 20 a is a cross-sectional view of the car seat of FIG. 18 taken at20-20 of FIG. 18.

FIG. 20 b is an alternate cross-sectional view of the car seat of FIG.18 to that shown in FIG. 20 a.

FIG. 21 is a graph showing a relationship between tensile load andstrain for an embodiment of one of the straps of the car seat shown inFIG. 18.

FIG. 22 is a perspective view of another embodiment of a car seat.

FIG. 23 is a cross-sectional view of car seat of FIG. 22 taken at 23-23of FIG. 22.

FIG. 24 is an assembly view of another embodiment of a car seat.

FIG. 25 is a front elevation view of the assembly shown in FIG. 24.

FIG. 26 is a view of the assembly shown in FIG. 25 taken at 26-26 ofFIG. 25.

FIG. 27 is an exploded section view of a portion A shown in FIG. 26.

FIG. 28 is an isometric view of another embodiment of a car seat shownwithout an inner shell layer.

FIG. 29 is a view of the car seat shown in FIG. 28 shown with an innershell layer, but without a handle shown in FIG. 28.

FIG. 30 a-30 c shows an exploded view of an adjustment system of the carseat shown in FIG. 28.

DETAILED DESCRIPTION

One embodiment of a car seat 10 is seen in FIGS. 1-5. Car seat 10includes an outer protective shell 20, an inner seat 30, a suspensionsystem 40 and a harness 50. The protective shell 20 is adapted asdescribed below to be strapped or anchored to a car frame (not shown).The inner seat 30 is connected to the protective shell 20 by thesuspension system 40 such that the inner seat can move (float) a smallamount relative to the protective shell 20 as described below. Thus, theouter shell 20 provides support for the seat 30 (via the suspensionsystem 40) but is not rigidly attached thereto. The harness 50 extendsthrough and around the inner seat 30 and is not attached to the outerprotective shell 20. A handle 60 connected to the shell 20 is optionallyprovided.

In one embodiment, the outer protective shell or frame 20 is made from astrong, light material such as carbon fiber or an aramid fiber such asKEVLAR (a trademark of DuPont, Wilmington, Del.), or any other strong,light material. In one embodiment, the shell 20 is constructed ofmultiple layers of carbon fiber, aramid fiber or a composite material.In another embodiment, the outer protective shell is formed from twoseparated layers of carbon fiber, aramid fiber or composite material (asseen, e.g., in FIG. 4) sandwiching a honeycomb, foam, or corrugatedmaterial (not shown). In other embodiments, the shell 20 is constructedof one or more of polycarbonate, polypropylene, ABS resin, andfiberglass. One function of the shell 20 is to provide support for theseat 30 via the suspension system 40. Another function of the shell 20is to provide protection from intrusion by exterior objects.

In one embodiment the shell 20 provides side and back walls 20 a-20 cand a front wall 20 d that connects the side walls 20 a, 20 b at thefront of the car seat. The back wall 20 c provides a high back comparedto the front wall 20 d, which is low. The side walls are contoured toextend from the back to the front. The front, back and side wallsprovide an upper edge 21 to which or over which a seat cover may beattached as described hereinafter. All walls may be rounded to eliminateedges so there may be no exact delineation of the front, side, and backwalls.

As seen in FIGS. 1-5, the side walls 20 a, 20 b define fore and aftslots 22 a, 22 b (two more slots not shown) for receiving a seat belttherethrough, thereby permitting the car seat 10 to be strapped infacing forwards or backwards. If desired a belt (not shown) may beprovided having one end attached to the shell 20 and a hook (not shown)located at the other end. The hook may be used to connect to the frameof the car (not shown) located under the car's seat cushion (not shown).In another embodiment, the shell 20 may be adapted to rigidly connect toa separate base that can be strapped or anchored in place in the car. Inanother embodiment, the shell 20 may be adapted so that hooks from thecar (not shown) can attach to the shell 20.

Shell 20 also defines a series of slots 24 for receiving the belts 40a-40 g of the suspension system 40. In the embodiment shown, eight slots24 a-24 h are provided, including two slots each (24 a-24 d) towards thetop of side walls 20 a, 20 b, a single slot 24 e in the bottom of thefront wall 20 d of the car seat (see FIG. 4), a single slot 24 f in thetop of the back wall 20 c, and a single slot each 24 g, 24 h toward thebottom of the side walls 20 a, 20 b. Belts 40 a-40 g, as described inmore detail below, couple the shell 20 to the inner seat 30. It will beappreciated that if it is desired that the belts not be seen from theoutside, the slots are built into the inner side of the wall as shownfor slot 24 e of FIG. 4. Otherwise, the slots may extend through thewalls of the shell 20 as seen with respect to slots 24 a-24 d, 24 f-24h. For purposes herein, a “slot” in a wall may be considered athrough-slot, or a hook or catch that allows attachment for the belt orattachment device to the shell 20.

In one embodiment, shell 20 also defines holes or slots (not shown) forreceiving a connection mechanism or support 66 for a handle 60.

In one embodiment, a plurality of optional padding elements 27 arespaced around the inside surface 20 e of the shell 20. The paddingelements 27 are located such that should the shell 20 be subjected tosignificant forces and movement relative to the seat 30, the paddingelements 27 will contact the seat 30 and largely prevent the insidesurface 20 e of the shell 20 from contacting the seat 30.

In one embodiment, the padding elements 27 are thick enough so that theyextend from the inside surface 20 e and contact the seat 30 so thatshould the shell 20 be subjected to significant forces and movementrelative to the seat 30, the padding elements 27 will already be incontact with the seat 30 to absorb energy from the moving seat 30.

The padding elements 27 may be formed from an elastomeric, cellular foamor any other desirable foam. In another embodiment, the padding elementsare comprised of thermoplastic polyurethane (TPU). In anotherembodiment, the pads 27 are comprised of open-cell polyurethane. Inanother embodiment, the pads are comprised of closed cell polyolefinfoam. In another embodiment, the pads are comprised of polyethylene foamwhich may be a high density polyethylene foam. In one embodiment thepadding elements 27 are formed as a single pad defining multiplecut-outs (i.e., the equivalent of multiple connected pads). Regardless,the single pad with the cut-outs or the multiple pads 27 are arranged ina desired configuration and are affixed to the inner surface 20 e of theshell and the outer surface of inner seat 30. Affixation can be donewith glue, Velcro or any other affixation means. By way of example, andnot by way of limitation, the innermost cushioning pads may have adensity of between 3.4 lbs/ft³ (approximately 0.016 g/cm³) and 25lbs/ft³ (approximately 0.4 g/cm³), although they may be more dense orless dense.

The outer dimensions of the shell 20 may vary widely. The shell 20 maybe between 40 and 70 cm wide, or even narrower or wider, and between 20and 60 cm deep, or even shallower or deeper, and between 50 and 80 cmhigh, or even shorter or taller. In one exemplary embodiment the outerdimensions of the shell is 50 cm wide (plus or minus 5 cm), 28 cm deep(plus or minus 3 cm), and 68 cm high (plus or minus 7 cm).

The inner seat 30 is scooped in shape with a relatively high back, adeep seat area (for the buttocks), and a slightly rising surface for thethighs and legs. In one embodiment, the inner seat 30 is a protectiveseat made from a multi-layered construction. In one embodiment the innerseat includes a flexible hard outer shell layer 32, a cushioning spacerlayer 34, and uniform foam layer 35, and an attached fabric or leatherlayer 37. The cushioning spacer layer 34 does not cover the entireinside of the hard outer shell layer 32 nor the entire outside of theuniform foam layer 35. The fabric or leather layer 37 can extend beyondthe inner seat 30 and attaches to the edge 21 of the shell 20 but doesnot inhibit seat 30 from moving relative to the shell 20. In anotherembodiment the multi-layered construction of the inner seat includes(from outside to inside) a hard outer shell layer 32, a cushioningspacer layer 34, and a uniform foam layer 35. An optional plastic,leather, or fabric layer (not shown) may be provided over the foam layer35. A separate removable seat cover can be provided that extends overthe seat 30 and attaches to the edge 21 of the shell 20. Again, theseparate removable seat cover would not inhibit seat 30 from movingrelative to the shell 20. The inner seat construction is arranged toredirect energy transmitted from the outer shell along a circuitous pathso as to absorb the energy. The inner seat 30 also defines a pluralityof (e.g., eight) slots 38 a-38 h for receiving belts 40 a-40 g of thesuspension system 40, and a series of slots 39 a-39 e for receivingbelts 52 of harness 50.

In one embodiment, the hard outer shell layer 32 of inner seat 30 iscomprised of a polycarbonate shell. In another embodiment, the hardouter shell 32 is comprised of a different hard plastic such apolypropylene. In another embodiment, the hard outer shell 32 iscomprised of ABS resin. In another embodiment, the hard outer shelllayer 32 is made of carbon fiber or fiberglass.

In one embodiment, the cushioning spacer layer 34 of inner seat 30includes multiple spaced pads. In another embodiment, the cushioningspacer layer 34 comprises a single pad defining multiple cut-outs 34 a(i.e., the equivalent of multiple connected pads). In one embodiment thecushioning spacer layer 34 is comprised of foam. The foam may be anelastomeric cellular foam or any other desirable foam. In anotherembodiment, the cushioning spacer layer is comprised of thermoplasticpolyurethane (TPU). In another embodiment, the cushioning spacer layeris comprised of open-cell polyurethane. In another embodiment, thecushioning spacer layer is comprised of closed cell polyolefin foam. Inanother embodiment, the cushioning spacer layer is comprised ofpolyethylene foam which may be a high density polyethylene foam. Inanother embodiment, the cushioning spacer layer 34 has multiple layersformed from different materials. By way of example and not by way oflimitation, the cushioning spacer layer may be between 3 mm and 26 mmthick, although it may be thinner or thicker. As another example, thecushioning spacer layer may be between 6 and 13 mm thick. By way ofexample, and not by way of limitation, the cushioning spacer layer mayhave a density of between 3.4 lbs/ft³ (approximately 0.016 g/cm³) and 25lbs/ft³ (approximately 0.4 g/cm³), although it may be more dense or lessdense.

According to one embodiment, the cushioning spacer layer 34 coversapproximately fifty percent of the inner surface area of the hard outershell 32. In another embodiment, the spacer layer 34 covers betweentwenty percent and eighty percent of the inner surface area of the hardshell 32. In these embodiments, the spacer layer defines air gapslocated between said hard outer shell 32 and said foam layer 35. Thespacer layer 34 should cover sufficient area between the hard shell 32and the foam layer 35 so that upon external impact to the inner seat 30,the shell 32 does not directly come into contact with the foam layer 35.Regardless of the material and arrangement of the cushioning spacerlayer 34, in one embodiment the cushioning material is affixed to thehard shell layer 32 and to the foam layer 35. Affixation can be donewith glue, Velcro or any other affixation means.

Cushioning spacer layer 34 is also provided with a series of slots 34 bcorresponding to slots 39 a-39 e of the flexible hard outer shell layer32 for receiving the harness straps.

In one embodiment the foam layer 35 is a substantially continuousuniform layer interrupted only by slots 35 a for the belts of theharness 50. The foam may be an elastomeric, cellular foam or any otherdesirable foam. In one embodiment, the foam layer 35 is comprised ofclosed cell polyolefin foam. In another embodiment, the foam layer iscomprised of polyethylene foam which may be a high density polyethylenefoam. By way of example and not by way of limitation, the foam layer maybe between 3 mm and 13 mm thick, although it may be thinner or thicker.By way of example, and not by way of limitation, the foam layer may havea density of between 3.4 lbs/ft³ (approximately 0.016 g/cm³) and 25lbs/ft³ (approximately 0.4 g/cm³), although it may be more dense or lessdense.

All dimensions of the inner seat 30 are generally chosen to be smallerthan the dimensions of the shell 20. Thus, inner seat 30 is suspendedsubstantially within the shell 20 and generally protected by the shell20.

The suspension system 40 functions to suspend the inner seat 30 relativeto the outer shell 20 and to thereby act as a shock absorber/isolaterbetween the shell 20 and the seat 30. In one embodiment, the suspensionsystem 40 is a seven point suspension system with seven webs or belts 40a-40 g. Some or all of the webs or belts 40 a-40 g may be the samelength. Thus, by way of example only, belts 40 a-40 f may each bebetween approximately 2 cm and 5 cm in length, while belt 40 g may bebetween 30 cm and 50 cm in length. Belt 40 g is shown as extendingthrough slots 38 g and 38 h in the buttocks area of the outer seat layer32 and attaching to sides 20 a and 20 b of the shell 20 at slots 24 g,24 h. Of course, other lengths may be used. If desired, belt 40 g may beattached to the back wall 20 c of the shell 20. In one embodiment, thebelts extend through the slots 24 a-24 h in the shell 20 and the slots38 a-38 h in the inner seat 30 and are doubled over at each end and sewnat each end to prevent removal. In another embodiment, the ends of eachbelt extend around a stick or other object and are sewn so that the endsare too thick to remove through the slots. The webs or belts may beformed from a thick web of strong material such as polyester or nylon.

In one embodiment the harness 50 is a five-point harness as is known inthe art. The harness 50 includes belt(s) 52 such that a central (crotch)belt or strap extends through slot 39 a of seat 30, a lap belt extendsthrough slots 39 b, 39 c of the seat 30, and shoulder belts extendthrough slots 39 d and 39 e of seat. Buckles and latches 54 may beprovided with a push button 55 that permits release of the buckles.Guard pads 56 a, 56 b, 56 c may be provided on the crotch and shoulderbelts, and a clip 58 coupling the shoulder belts may be provided. Theentire harness system 50 may be formed from standard materials and mayconstitute a standard five-point harness system that acts to keep thepassenger in the seat 30. As will be appreciated, the belt(s) of theharness extend through slots in the layers of seat 30 and extend aroundthe front and backside of the seat 30, but are not attached directly tothe seat 30. The belt(s) 52 are optionally adjustable in length.

Optional handle 60 is attached by support mechanisms 66 to respectivesides 20 a, 20 b of the shell 20. Handle 60 may swivel relative tosupport mechanisms 66 as is known in the art.

The embodiments of the car seat described with reference FIGS. 1-5provide a highly protective, safe, and strong car seat system. Inparticular, because of the suspension system, in case the car in whichthe car seat is anchored is in an accident that causes suddenacceleration and/or deceleration of the car, force that is applied tothe shell which is anchored to the car is not transferred to the innerseat and is therefore not applied to the occupant of the seat. Moreparticularly, in the case of an accident, regardless of the direction inwhich the seat is facing and regardless of whether the result is asudden acceleration and/or deceleration, the inner seat will move insidethe shell, and the suspension system will absorb some, much, or all ofthe energy. The inner seat will swing inside the shell to the extentallowed by the belts of the suspension system (it being appreciated thatthe fabric or leather covering will easily comply). In addition, shouldthe force be significant enough to cause the inner seat and shell tocontact each other (at the optional foam pads on the inside of theshell), the construction of the inner seat with its foam spacer layerlocated between a hard outer layer and an inside foam layer is energyabsorbing. Thus, some, most, or all of the energy that is transferredfrom the shell to the inner seat will be absorbed by the seat itselfrather than transferred to the occupant of the seat. Furthermore, shouldthe accident cause dislocation of the interior of the car or should anobject hit the shell of the car seat, the shell is of extremely highstrength and will remain structurally intact in almost allcircumstances. Thus, the occupant of the car seat will not be crushedand will be protected by the foam padding of the seat. Further yet, itshould be appreciated that the described car seat system will be lightin weight (e.g., under 4 kg; and possibly around 3 kg).

FIG. 6 provides an alternate embodiment of a car seat 110 that issimilar to car seat 10 of FIGS. 1-5, with similar elements numberedsimilarly but increased by “100”. Car seat 110 includes an outerprotective shell 120, an inner seat 130, a suspension system 140 and aharness 150. The protective shell 120 is adapted as described below tobe strapped or anchored to a car frame (not shown). The inner seat 130is connected to the protective shell 120 by the suspension system 140such that the inner seat can move (float) a small amount relative to theprotective shell 120 as described below. Thus, the shell 120 providessupport for the seat 130 (via the suspension system 140) but is notrigidly attached thereto. The harness 150 is attached to the inner seat30 and not to the outer protective shell 120. A handle 160 connected tothe shell 120 is optionally provided.

The outer protective shell 120 can be made from the same material asshell 20 of FIGS. 1-5. Shell 120 provides side and back walls 120 a-120c and a front wall or slat 120 d that connects the side walls 120 a, 120b at the front of the car seat. The back wall 120 c provides a high backcompared to the front wall 120 d which is low and short. The side wallsare contoured to extend from the back to the front. The front, back andside walls provide an upper edge 121 to which or over which a seat covermay be attached as described hereinafter.

As seen in FIGS. 1-5, the side walls 120 a, 120 b define fore and aftslots 122 a, 122 b, 122 c (one more slot not shown) for receiving a seatbelt therethrough, thereby permitting the car seat 110 to be strapped infacing forwards or backwards. In addition, or alternatively, a belt 162is provided having one end attached to the shell 120 and a hook 163located at the other end. The hook 163 may be used to connect to theframe of the car (not shown) located under the car's seat cushion (notshown). In another embodiment, the shell 120 may be adapted to rigidlyconnect to a separate base that can be strapped or anchored in place inthe car.

Shell 120 also defines a series of slots 124 for receiving the belts 140(belts 140 a-140 f shown; one belt not shown) of the suspension system140. Seven slots are provided, including two slots each in side walls120 a, 120 b, a single slot in the front wall 120 d of the car seat, asingle slot in the top of the back wall 120 c, and a single slot in thebottom of the back wall 120 c. Belts 140 couple the shell 120 to theinner seat 130.

Shell 120 also defines holes, slots, or surfaces for receiving aconnection mechanism or support 166 for a handle 160. Also, a pluralityof padding elements 127 are spaced around the inside surface 120 e ofthe shell 120. The padding elements 127 are located such that should theshell 120 be subjected to significant forces and movement relative tothe seat 130, the padding elements 127 will contact the seat 130 andlargely prevent the inside surface 120 e of the shell 120 fromcontacting the seat 130. The padding elements 127 may be formed from thesame materials discussed above with reference to padding elements 27 ofFIGS. 1-5.

The inner seat 130 is scooped in shape with a relatively high back, adeep seat area (for the buttocks), and a slightly rising surface for thethighs and legs. The inner seat 30 is a protective seat made from amulti-layered construction. The inner seat includes a hard outer shell132, and an attached fabric or leather layer 139 that incorporates foampillows 135 a therein. The fabric or leather layer 139 extends beyondthe inner seat 130 and attaches to the edge 121 of the shell 120 butdoes not inhibit seat 130 from moving relative to the shell 120. Theinner seat 130 also defines a plurality of (e.g., seven) slots 138 forreceiving belts of the suspension system 140, and a series of slots 139for receiving belt(s) 152 of the harness system 150. The hard outershell 132 of inner seat 130 may be formed from the same materialsdiscussed above with reference to shell 32 of FIGS. 1-5.

The suspension system 140 functions to suspend the inner seat 130relative to the outer shell 120 and to thereby act as a shockabsorber/isolater between the shell 120 and the seat 130. The suspensionsystem 140 is a seven-point suspension system with seven webs or belts(six shown 140 a-140 f). The belts may be configured and formed in amanner such as belts 40 a-40 g of FIGS. 1-5.

The harness 150 is a five-point harness system with belt(s) 152 thatinclude a central (crotch) belt attached through slot 139 a of seat 130and shoulder belts and lap belts attached through similar slots of theseat. The entire harness system 150 may be formed from standardmaterials. As will be appreciated, the belt(s) of the harness extendthrough slots in the layers of seat 130 and extend around the front andbackside of the seat 130, but are not attached directly to the seat 130.The belt(s) 152 are optionally adjustable in length.

Optional handle 160 is attached by support mechanisms 166 to respectivesides 120 a, 120 b of the shell 120. Handle 160 may swivel relative tosupport mechanisms 166 as is known in the art.

The embodiments described with reference to FIG. 6 provides a highlyprotective, safe, and strong car seat system similar to that of theembodiments described with reference to FIGS. 1-5, although it is notedthat the inner seat of FIG. 6 itself is not as energy absorbent as theinner seats described with reference to FIGS. 1-5.

FIG. 7 shows an alternate embodiment of a car seat 210 that is similarto car seat 10 of FIGS. 1-5, with similar elements numbered similarlybut increased by “200”. Car seat 210 includes an outer protective shell220, an inner seat 230, a suspension system 240 (FIG. 15). Theprotective shell 220 is adapted as described below to be strapped oranchored to a car frame (not shown). The inner seat 230 is connected tothe protective shell 220 by the suspension system 240 such that theinner seat can move (float) a small amount relative to the protectiveshell 220 as described below. Thus, the shell 220 provides support forthe seat 230 (via the suspension system 240) but is not rigidly attachedthereto. The harness 250 is attached to the inner seat 230 and not tothe outer protective shell 220. A handle (not shown), like handle 60shown in FIG. 1, connected to the shell 220, is optionally provided.

The outer protective shell 220 can be made from the same material asshell 20 of FIGS. 1-5. Shell 220 provides side and back walls 220 a-220c and a front wall or slat 220 d that connects the side walls 220 a, 220b at the front of the car seat. The back wall 220 c provides a high backcompared to the front wall 220 d, which is low and short. The side wallsare contoured to extend from the back to the front. The front, back andside walls provide an upper edge 221 to which or over which a seat covermay be attached as described hereinafter.

As shown in FIGS. 7 and 8, side wall 220 a defines fore and aft anchorboxes 222 a and 222 b for receiving corresponding tether connectors 223a and 223 b, while side wall 220 b defines fore and aft anchor boxes 222c and 222 d for receiving corresponding tether connectors 223 c and 223d, thereby permitting the car seat 210 to be connected to the vehicle ineither a forward-facing or a rear-facing orientation. The tetherconnectors 223 a-223 d can be LATCH or ISOFIX connectors, which are wellknown. The anchor boxes 222 a-222 d are generally located proximate tothe “corners” of the outer shell 220 as shown in FIGS. 7 and 8. Thoughnot shown in FIG. 8, optional anchor boxes can be located in the frontwall 220 d and/or the back wall 220 c.

As shown in FIG. 8, anchor boxes 222 a-222 d receive respective tetherconnectors 223 a-223 d (e.g., LATCH or ISOFIX connectors) in a directionthat is at an angle with respect to a longitudinal axis 225 of the carseat 210. Specifically, in the embodiment shown in FIG. 8, the tetherconnectors 223 a-223 d extend substantially perpendicular to thelongitudinal axis 225.

In one embodiment anchor boxes 222 a-222 d are constructed exactly thesame and, therefore, to simplify the following discussion only adescription of anchor box 222 a will be given as representative of theother anchor boxes 222 b-222 d. Likewise, in one embodiment the tetherconnectors 223 a-223 d are constructed exactly the same and, therefore,to simplify the following discussion only a description of tetherconnector 223 a will be given as representative of the other tetherconnectors 223 b-223 d.

The construction of anchor box 222 a is best understood with referenceto FIGS. 9 and 10A-10D. The anchor box 222 a includes a housing 280(FIGS. 9, 10A, 10C), a sleeve 282 (FIG. 10C) coupled to the housing 280with a pin 284 (FIGS. 10C, 10D), and inserts 286 (FIGS. 10C and 10D)interposed between the housing 280 and the sleeve 282. The housing 280includes a base 280 a and a cover 280 b which attach together, althoughthe cover 280 b (as well as the sleeve 282, pin 284, and inserts 286) ofanchor box 222 a is shown removed in FIG. 9 for illustrative purposes.The base 280 a has an outer flange 280 c (FIGS. 10C and 10D) thatsurrounds a cutout formed along the bottom edge of side 220 a. The base280 a has an inner portion 280 d (FIGS. 10C and 10D) that extends inwardfrom the outer flange 280 c at an angle with respect to axis 225, and inone embodiment in a direction generally perpendicular to axis 225. Theinner portion 280 d defines a channel 280 e (FIGS. 10C and 10D)rectangular in cross-section, in which the sleeve 282, the pin 284, andinserts 286 are disposed. In one embodiment the channel 280 e has asquare cross section having dimensions of about 2 inches by 2 inches.The base 280 a may be integrally formed with wall 220 a of the outershell 220 or may be a separate piece that is attached to the wall 220 a.

As shown in FIG. 10D, the sleeve 282 is pinned to the inner portion 280d by pin 284 and is spaced from the surface of the channel 280 e byinserts 286 (286 a-286 c). Pin 284 extends through sleeve 282 andthrough sides of inner portion 280 d in a direction parallel to the axis225. The sleeve 282 is constructed to receive tether connector 223 a.The portion of pin 284 inside the sleeve 282 is constructed to permit alatch mechanism of tether connector 223 a to attach to the pin 284 whenthe tether connector 223 a is fully inserted into the housing 280.Preferably, the tether connector 223 a is removably attachable to thepin 284. Such removably attachable tether connectors 223 are well knownand include LATCH and ISOFIX connectors.

The inserts 286 shown in the embodiment of FIGS. 10C and 10D aregenerally ring-like, having an inner surface that surrounds and contactsthe outer surface of sleeve 282 and having an outer surface thatcontacts the wall of channel 280 e. In the embodiment shown in FIGS. 10Cand 10D the inner and outer surfaces of the inserts 286 define a squareprofile corresponding to the square profiles of the sleeve 282 and thechannel 280 e. It is to be understood, however, that the inserts 286 mayhave other profiles to conform to the geometries of the sleeve 282 andchannel 280 e. For example, in one alternate embodiment shown in FIG.10E, an anchor box 322 a in wall 220 a includes a housing 380 having anouter cover 380 b connected to an inner portion 380 a. The inner portion380 a defines a channel 380 e which is tapered inwardly from the side ofthe outer shell 220 (not shown) and is trapezoidal in cross-section.Each insert 386 a-386 c in FIG. 10E has an outer surface that is taperedto conform to the tapered profile of channel 380 e. Thus, it is to beunderstood that all of the inserts 386 a-386 c may have differentprofiles and dimensions based on their relative position along sleeve382 within the anchor box 322 a. Moreover, instead of a plurality ofseparate, spaced-apart inserts 386 a-386 c, a unitary elongated insert(not shown) may be employed which occupies some or all of the spacebetween sleeve 282 (382) and channel 280 e (380 e). For example, suchthe unitary elongated insert may take the form of a sleeve or jacket inwhich sleeve 282 (382) is received and which has openings for pin 284(384). In one embodiment, the inserts 286 (386) are formed of acompressible material, such as a foam. More specifically, in oneembodiment inserts 286 (386) are formed of a foam having a densitybetween 580 pounds per square inch and 2,900 pounds per square inch,manufactured by Sorbothane Inc. of Kent, Ohio.

COY-005

Although the sleeve 282 (382) is coupled to the housing 280 (380) by pin284 (384), the sleeve 282 (382) has some freedom of motion relative tothe housing 280 (380). The sleeve 282 (382) can rotate and translatelongitudinally about an axis along pin 284 (384). In addition, thesleeve 282 (382) can rotate about an axis 287 (FIG. 10D) (387, FIG. 10E)through and perpendicular to the axis along pin 284 (384). Such motionabout axis 287 (387) can be accomplished by forming through holes insleeve 282 (382) (through which pin 284 (384) extends) slightly largerthan the outer diameter of pin 284 (384).

The relative movement of sleeve 282 (382) with respect to housing 280(380) is limited by the inserts 286 a-286 c (386 a-386 c), which areconstructed to compress or expand in response to the relative movementbetween the sleeve 282 (382) and the housing 280 (380). The relativemovement between the sleeve 282 (382) and the housing 280 (380) occursas a result of force and torque transmitted by the tether connector 223a to the sleeve 282 (382) during impact of the vehicle, as discussedmore fully below.

As shown in FIGS. 11 and 12, where the car seat 210 is placed in aforward-facing orientation in the vehicle, tether connectors 223 c and223 d are connected, respectively to tether straps 249 c and 249 d,which also have second tether connectors 251 c and 251 d at oppositeends of the tether straps 249 c and 249 d for attachment to anchorpoints 255 c and 255 d of the vehicle. In one embodiment, the tetherstraps 249 c and 249 d are adjustable to facilitate vehicleinstallation. Preferably, tether connectors 251 c and 251 d are LATCH orISOFIX connectors and anchor points 255 c and 255 d are LATCH or ISOFIXanchor points. In particular, anchor box 222 c connects to acorresponding anchor point 255 c of the vehicle located in front of thevehicle seat, and anchor boxes 222 d connects to a corresponding anchorpoint 255 d of the vehicle at the rear of the vehicle seat, such as atan intersecting location between the seat back and the seat bottom.While not shown in FIGS. 11 and 12, the connections of anchor boxes 222a and 222 b to the vehicle would be mirror images to that shown in FIGS.11 and 12. In addition, in the embodiment shown in FIG. 11, an uppertether strap 249 e is connected between an upper anchor point 255 e ofthe vehicle and the back side 220 c of the outer shell 220.

As shown in FIGS. 13 and 14, where the car seat 210 is placed in arear-facing orientation in the vehicle, tether connectors 223 a and 223b are connected, respectively to tether straps 249 a and 249 b, whichalso, preferably, have second tether connectors 251 a and 251 b atopposite ends of the tether straps 249 a and 249 b for attachment toanchor points 255 d and 255 c of the vehicle. In one embodiment, thetether straps 249 a and 249 b are adjustable to facilitate vehicleinstallation. Preferably, tether connectors 251 a and 25 lb are LATCH orISOFIX connectors and anchor points 255 d and 255 c are LATCH or ISOFIXanchor points. In particular, anchor box 222 b connects to acorresponding anchor point 255 c of the vehicle located in front of thevehicle seat, and anchor box 222 a connects to a corresponding anchorpoint 255 d of the vehicle at the rear of the vehicle seat, such as atan intersecting location between the seat back and the seat bottom.While not shown in FIGS. 13 and 14, the connections of anchor boxes 222c and 222 d to the vehicle would be mirror images to that shown in FIGS.13 and 14. In addition, in the embodiment shown in FIG. 13, the uppertether strap 249 e is connected between the upper anchor point 255 e ofthe vehicle and the front side 220 d of the outer shell 220.

When the anchor boxes 222 a-222 d are connected to the vehicle, asdescribed above in connection with FIGS. 11 to 14, the aforementionedtether straps (e.g., 249 a-249 d) will extend generally parallel to thelongitudinal axis 225 of the car seat 210. Therefore, for example, anyload applied to anchor box 222 a via tether connector 223 a and strap249 a (FIG. 13) during impact is not applied in a direction along thelongitudinal axis 225. Instead, owing to tether connector 223 a (FIG.13) extending at an angle relative to the longitudinal axis 225, thetether connector 223 a creates a moment arm at which the load fromimpact will act to advantageously transmit a torque to anchor box 222 a,as discussed more thoroughly below.

Anchor box 222 a is intentionally structurally inefficient so that itcan absorb the force and torque from the tether connector 223 a duringimpact of the vehicle. Referring back to FIGS. 10D and 10E, the inserts286 a-286 c (386 a-386 c) are constructed to absorb at least some of theenergy transmitted through the tether straps to the car seat 210 duringimpact. Specifically, when the tether strap 249 a extends parallel tothe longitudinal axis 225 of the seat 210, as shown in FIGS. 13 and 14,and the force in the tether strap 249 a is applied through the tetherconnector 223 a, the tether connector 223 a in the sleeve 282 (382) willexert a moment on sleeve 282 (382) about axis 287 (387). The momentapplied to sleeve 282 (382) will tend to rotate the sleeve 282 (382)about the axis 287 (387), which will tend to compress the inserts 286a-286 c (386 a-386 c) against the channel 280 e (380 e), therebyabsorbing some of the energy from the impact. Moreover, in the alternateembodiment shown in FIG. 10E, the width of insert 386 a is greater thaninsert 386 b, which has a width greater than insert 386 c. In comparisonto the arrangement of sleeve 282 about axis 287 shown in FIG. 10D, thearrangement shown in FIG. 10E allows more rotation of sleeve 382 aboutaxis 387 and therefore absorbs more energy for the same amount of insertmaterial. In addition, to further absorb energy from the impact, themoment exerted on the sleeve 282 (382) will also be partiallytransmitted through the pin 284 (384) and the base 280 a (380 a) of thehousing 280 (380) to the side 220 a of the outer shell 220. Owing to theenergy absorbed by inserts 286 a-286 c (386 a-386 c), the force exertedon the base 280 a (380 a) can be reduced. Consequently, the forceexerted on side 220 a and the deflection of the housing 280 (380) withrespect to the side 220 a can be reduced. Thus, the construction andorientation of anchor box 222 a (323 a) reduces the amount of energytransmitted to the outer shell 220 and, therefore, to the occupant ofthe car seat 210.

As shown in FIG. 15, shell 220 also defines a series of eight slots 224a-224 h for receiving seven belts 240 a-240 g of the suspension system240. Seven slots are provided, including three slots each in side walls220 a, 220 b, a single slot in the front wall 220 d of the car seat, anda single slot in the top of the back wall 220 c. Belts 240 a-240 gcouple the outer shell 220 to the inner seat 230.

The inner seat 230 is scooped in shape with a relatively high back, adeep seat area (for the buttocks), and a slightly rising surface for thethighs and legs. The inner seat 230 is a protective seat made from amulti-layered construction which is identical to seat 30, describedabove. The inner seat 230 also defines a plurality of (e.g., eight)slots 238 a-238 f (FIG. 15), 238 g (FIGS. 8), and 238 h (FIG. 8) forreceiving the belts 240 a-240 f (FIGS. 15) and 240 g (FIG. 8) of thesuspension system 240, and a series of slots 239 for receiving belt(s)252 of the harness system 250. The hard outer shell 232 of inner seat230 may be formed from the same materials discussed above with referenceto shell 32 of FIGS. 1-5.

The suspension system 240 functions to suspend the inner seat 230relative to the outer shell 220 and to thereby act as a shock isolatorbetween the shell 220 and the seat 230. The suspension system 240 is aseven-point suspension system with seven webs or belts (six shown 240a-240 f in FIG. 15 and one shown 240 g in FIG. 8). The belts 240 a-240 gmay be configured and formed as described below.

In the embodiment shown in FIGS. 8 and 15, all of the belts 240 a-240 gshare the same construction. Accordingly, to simplify the discussion, adescription of belt 240 a is provided below as representative of theconstruction and function of all of the belts 240 a-240 g.

As shown in FIG. 16, belt 240 a includes a generally flat web or strap290. The strap includes ends 292 a and 292 b. Ends 292 a and 292 b aretapered outwardly so that they have a thinner profile at their outersides than at their inner sides. Ends 292 a and 292 b can be formed fromvarious materials including, but not limited to, ABS, plastic, webbingsuch as car seatbelt webbing, and ULTEM® 292 a, 292 b, or similarmaterial. Belt 240 a also includes two washers 294 a and 294 b locatedbetween the ends 292 a and 292 b. The ends 292 a and 292 b arerelatively thicker than the washers 294 a and 294 b and the strap 290.The ends 292 a and 292 b retain the washers 294 a and 294 b on the strap290. End 292 a is constructed to be received through slot 224 a in outershell 220 while end 292 b is constructed to be received through slot 238a in inner seat 230.

Washers 294 a and 294 b are formed of a compressible material, such as afoam manufactured by Sorbothane Inc. of Kent, Ohio. Washer 294 a has anouter flange 296 a, an inner flange 298 a, and a web 300 a connectingbetween the outer flange 296 a and the inner flange 298 a. A groove 302a is defined between the outer flange 296 a, the inner flange 298 a, andthe web 300 a. Groove 302 a is formed around the periphery of the washer294 a. The washer 294 a is constructed to be received in opening 224 aof shell 220. The groove 302 a is constructed so that the edge thatdefines opening 224 a is seated in the groove 302 a so that the shell220 is sandwiched between the outer flange 296 a and the inner flange298 a of the washer 294 a. With the washer 294 a so seated in the shell220, relative movement of the washer 294 a, such as due to movement ofthe strap 290 during impact of the vehicle, can cause compression and/ortension on the flanges 296 a and 298 a and the web 300 a to absorb someof the energy imparted to the strap 290. For example, during an impactof the vehicle to which the car seat 210 is attached, tension in strap290 can cause end 292 a to contact and apply pressure to outer flange296 a of washer 294 a, which will compress the outer flange 296 aagainst the outer side of shell 220, thereby absorbing some of theenergy of the impact.

Washer 294 b has an outer flange 296 b, an inner flange 298 b, and a web300 b connecting between the inner and outer flanges. A groove 302 b isdefined between the outer flange 296 b, the inner flange 298 b, and theweb 300 b. Groove 302 b is formed around the periphery of the washer 294b. The washer 294 b is constructed to be received in opening 238 a ofinner seat 230. The groove 302 b is constructed so that the edge thatdefines opening 238 a is seated in the groove 302 b so that the innerseat 230 is sandwiched between the outer flange 296 b and the innerflange 298 b of the washer 294 b. With the washer 294 b so seated ininner seat 230, relative movement of the washer 294 b, such as due tomovement of the strap 290 during impact of the vehicle, can causecompression and/or tension on the flanges 296 b and 298 b and the web300 b to absorb some of the energy imparted to the strap 290. Forexample, during an impact of the vehicle to which the car seat 210 isattached, tension in strap 290 can cause end 292 b to contact and applypressure to outer flange 296 b of washer 294 b, which will compress theouter flange 296 b against the side of inner seat 230, thereby absorbingsome of the energy of the impact.

The harness 250 is the same as harness 50, described above and,therefore, a description of harness 250 is omitted for sake of brevity.

FIG. 17 shows an exploded assembly view of the car seat 210 withoptional compressible material 308, such as foam, constructed forattachment to the bottom side of outer shell 220. The compressiblematerial 308 is attached to the bottom edge 310 of the outer shell 220and acts to provide additional shock absorbency between the outer shell220 and the vehicle seat (not shown). In one embodiment, the foam isabout 1 inch thick when uncompressed. The foam can be made from variousmaterials including, but not limited to Poron XRD foam (manufactured byRogers Corporation of Rogers, Conn.) or similar materials.

Thus, it will be appreciated that the various embodiments of car seatsdescribed above employ layered shock absorbing/isolating arrangements,which together, act as a shock absorber/isolation system that can reducethe forces exerted on an occupant of the car seat during a vehiclecollision. The outer shell is of extremely high strength and will remainstructurally intact in almost all circumstances thereby furtherprotecting the occupant of the car seat.

FIGS. 18 and 19 provides an alternate embodiment of a car seat 410 thatis similar to car seat 10 of FIGS. 1-5, with similar elements numberedsimilarly but increased by “400”. As shown in greatest detail in FIG.19, car seat 410 includes an outer protective shell 420, an inner seat430, a flexible suspension system 440 and a harness 450. The protectiveshell 420 is adapted as described below to be strapped or anchored to acar frame (not shown). The inner seat 430 is connected to the protectiveshell 420 by the flexible suspension system 440 such that the inner seat430 can move (float) relative to the protective shell 420 as describedbelow. Thus, the shell 420 provides support for the seat 430 (via thesuspension system 440) but is not rigidly attached thereto. The harness150 is attached to the inner seat 430 and not to the outer protectiveshell 420. A handle 460 connected to the shell 420 is optionallyprovided.

The outer protective shell 420 can be made from the same material asshell 20 of FIGS. 1-5. Shell 420 provides side and back walls 420 a-420c and a front wall or slat 420 d that connects the side walls 420 a, 420b at the front of the car seat. The back wall 420 c provides a high backcompared to the front wall 420 d which is low and short. The side wallsare contoured to extend from the back to the front. The front, back andside walls provide an upper edge 421 to which or over which a seat covermay be attached as described hereinafter.

The inner seat 430 is scooped in shape with a relatively high back, adeep seat area (for the buttocks), and a slightly rising surface for thethighs and legs. The inner seat 430 is a protective seat made from amulti-layered construction. The inner seat 430 includes a hard outershell layer 432, and a removable fabric or leather inner shell layer 439that incorporates foam pillows (not shown) therein. The inner shelllayer 439 fits in or around the edge of the outer shell layer 432 anddoes not inhibit the inner seat 430 from moving relative to the outerprotective shell 420. The inner seat 430 also defines a plurality of(e.g., eight) slots 438 for receiving the belts of the suspension system440, and a series of slots 441 in outer shell 432 and correspondingslots 442 in inner shell layer 439 for receiving belt(s) 452 of theharness system 450. The hard outer shell layer 432 of inner seat 430 maybe formed from the same materials discussed above with reference toshell 32 of FIGS. 1-5.

The suspension system 440 functions to suspend the inner seat 430relative to the outer shell 420 and to thereby act as a shockabsorber/isolator between the shell 420 and the seat 430. The suspensionsystem 440 is a seven-point suspension system with seven webs or beltsor straps 440 a-440 g. The straps 440 a-440 g may be configured andformed in a manner such as straps 240 a-240 g of FIGS. 15 and 16.

The outer protective shell 420 also defines a series of slots 424 a-424g for receiving the straps 440 a-440 g of the suspension system 440.Eight slots are provided, including two slots each in top of side walls420 a, 420 b, two slots each in the bottom of side walls 420 a, 420 b, asingle slot in the front wall 420 d of the car seat, a single slot inthe top of the back wall 420 c, a single slot in the top of the backwall 420 c. Straps 440 a-440 g couple the shell 420 to the inner seat430. Shell 420 also defines holes, slots, or surfaces for receiving aconnection mechanism or support 466 for the handle 460.

One or more of the straps 440 a-440 g are formed of a deformablematerial. For example, the straps 440 a-440 g may be formed of anelastically and plastically deformable material. For example, the strapsmay be formed of a material that will behave elastically below apredetermined elastic load limit, but which will plastically deform ator above the load limit. The material may have an ultimate tensile loadlimit at which the material severs. The elastic load limit may be about200 pound force (lbf) +/−50 lbf and the ultimate tensile load limit maybe about 350 lbf +/−50 lbf. Such plastic deformation can absorb energyand limit recoil of the inner seat 430 after an impact. The straps 440a-440 g are constructed so that given a certain range of forcestransmitted to the seat 410, the straps 440 a-440 g will deform(elastically and/or plastically) while limiting the inner seat'smovement so that it does not contact the outer shell 420. Such range offorces may be increased for a given strap construction by interposingpadding 427 between the inner seat 430 and the outer shell 420, asdiscussed more fully below.

The straps 440 a-440 g may be formed of one or more different types ofmaterials in order to obtain the overall elastic and plastic propertiesdesired for the straps 440 a-440 g. Further, each strap 440 a-440 g maybe constructed to have different load limits and elastic and plasticproperties, or all or some of the straps 440 a-440 g may be constructedto have the same properties. Each respective strap 440 a-440 g may havedifferent load deflection characteristics based on, for example, thelocation and direction of the strap with respect to the inner seat 430.In one embodiment, the straps have load deflection characteristics thatare based on a predetermined travel distance of the inner seat 430 withrespect to the outer shell 420. For example, strap 440 e may beconstructed to experience elastic or plastic deformation when thedistance between the rear wall of the outer shell 420 c and the back ofthe outer shell layer 432 is equal to or less than a predeterminedamount. Such a predetermined amount may permit the strap 440 e toplastically deform to absorb energy of a vehicle impact before apossible impact between the inner seat 430 and the outer shell 420.

In one embodiment, one or more of the straps 440 a-440 g may be formedas a woven strap of fibers of one or more materials, such aspolyethylene terephthalate (PET) and polyester partially oriented yarn(POY) or blends thereof. The percentage of each type of fiber may beadjusted to obtain the elastic and plastic properties suitable for thestraps 440 a-440 g. An example of the load/strain characteristic of astrap that includes PET and POY fibers is shown in FIG. 21. In itsunderformed, non-loaded state, the tested strap had a length of 5inches. As shown in the graph, at a tensile load of 350 lbf applied tothe strap, the strap stretched about 4 inches (80% strain). Also, thegraph shows that the strap experienced elastic deformation up to about200 lbf (e.g., the tensile load limit of the strap), and plasticdeformation thereafter.

As a further measure of safety, one or more safety straps 480 (e.g. 480e, 480 f) may be connected between the outer shell 420 and the innerseat 430 as redundant straps in the event that any of straps 440 a-440 gfail due to severing or severe plastic deformation. The safety straps480 may have the same form as straps 440. However, the safety straps 480are connected between the inner seat 430 and the outer shell 420 assecondary load bearing members having an ultimate tensile load limitthat is greater than that of the straps 440 a-440 g. The ultimatetensile load limit of the safety straps can be twice the ultimatetensile load of any of straps 440 a-440 g. For example, in oneembodiment, one of the straps 440 a-440 g has an ultimate tensile loadlimit of about 350 lbf +/−50 lbf, and a respective safety strap 480 hasan ultimate tensile load of about 700 lbf +/−50 lbf. The safety straps480 may be connected in parallel with one or more of the straps 440a-440 g using the same openings 424 a-424 h in the outer shell 420 andopenings 438 in the outer shell layer 432 of the inner seat 430. Forexample, in the embodiment shown in FIG. 19, safety straps 480 e and 480f are connected in parallel, respectively, with straps 440 e and 440 f.When connected in parallel, each of the safety straps 480 e and 480 fhas an undeformed length that is longer than the undeformed length ofthe straps 440 e and 440 f. Preferably, the safety straps 480 e and 480f are constructed so that they do not experience a tensile load untiland unless a case where the respective straps 440 e or 440 f hasdeformed to the point that the inner seat 430 has contacted the outershell 420 in the vicinity of the straps 440 e or 440 f. Therefore, evenif the straps 440 e and 440 f are severed or are severely deformed,safety straps 480 e and 480 f will remain connected and load bearingbetween the respective openings 424 e and 424 f in the outer shell 420and the corresponding openings 438 in outer shell layer 432 of innerseat 430.

Also, a plurality of padding elements 427 are spaced around the insidesurface 420 e of the shell 420. The padding elements 427 are locatedsuch that should the shell 420 be subjected to significant forces andmovement relative to the seat 430, the padding elements 427 will contactthe seat 430 and largely prevent the inside surface 420 e of the shell420 from contacting the seat 430.

In one embodiment, a plurality of optional padding elements 427 arespaced around the inside surface 420 e of the shell 420. The paddingelements 427 may be formed from the same materials discussed above withreference to padding elements 427 of FIGS. 1-5. The padding elements 427are located such that should the shell 420 be subjected to significantforces and movement relative to the seat 430, the padding elements 427will contact the seat 430 and largely prevent the inside surface 420 eof the shell 420 from contacting the seat 430.

Also, in one embodiment, the padding elements 427 are thick enough sothat they extend from the inside surface 420 e and contact the seat 430so that should the shell 420 be subjected to significant forces andmovement relative to the seat 430, the padding elements 427 will alreadybe in contact with the seat 430 to absorb energy from the moving seat430. For example, FIG. 20 a shows a view of car seat 410 shown in FIG.18 along section 20-20, showing foam pads 427 that extend between andcontact the back wall 420 c and the hard outer shell layer 432, thefront wall 420 d and the outer shell layer 432, and between the sidewalls 420 a, 420 b and the outer shell layer 432. The foam pad 427between the back wall 420 c and the outer shell layer 432 and the foampad 427 between the front wall 420 d and the outer shell layer 432 areshown as being formed as tubular or annular compression elements formedof foam and having a hollow core. The tubular foam pads 427 extend alongaxis A-A (FIG. 18) that is centered between sides 420 a and 420 b of theouter shell 420. The foam may be energy absorbing compression materialsuch at least one of viscoelastic foam, hyper elastic elastomer,polyurethane open or closed cell foam, expanded polystyrene (EPS),expanded polypropylene (EPP). Moreover, multiple types of such foamhaving varying foam densities can be used in combination. While tubularand cylindrical pads are shown in the embodiment shown in FIG. 19, itwill be appreciated that any shapes of the pads may be used and thatfoam padding or other energy absorbing materials can be interposedcompletely to fill the space between the inner seat 430 and the outershell 420 provided that inner seat 430 can still easily move relative tothe outer protective shell 432 with multiple degrees of freedom.Moreover, the specific padding materials used and their construction maydepend on the relative location of the padding between the inner seat430 and the outer protective shell 432.

It should also be appreciated that the car seat 410 can be installed inat least two orientations along axis A-A: a first orientation in whichthe front wall 420 d faces the seatback of a vehicle (rear facing); anda second orientation in which the back wall 420 c faces the seatback ofthe vehicle (forward facing). During a frontal or rear impact of thevehicle (an impact substantially directed along axis A-A), for example,regardless of whether the car seat 410 is oriented forward-facing orrear-facing, movement of the inner seat toward either of the front wall420 d or back wall 420 d will tend to compress one of the front or reartubular foam pads 427 to absorb some energy from the impact and willslow the movement of the inner seat 430 so that it does not impact theouter shell 420 with as much force than if the tubular foam pads 427were not present. Also, it will be appreciated that each tubular foampad 427 is opposed by a strap, such as straps 440 e or 440 f, so thateach opposed tubular foam pad 427 and strap 440 e, 440 f, function as atension/compression pair to absorb energy in the event of a frontal orrear collision. For example, when the rear tubular foam pad 427 is incompression, strap 440 e will be in tension. Similarly, when the fronttubular foam pad 427 is in compression, strap 440 f will be in tension.It will be appreciated that the incorporation of the tubular elements427 can reduce the severity of the load and deformation of straps 440 eand 440 f by absorbing some of the energy of the impact.

In one embodiment of the car seat 410 shown in FIG. 20 b, an energyabsorber 443 is interposed between a front end 445 of strap 440 e andfront wall 420 d around slot 424 e. As noted above, the slot 424 e maynot be visible from the outside of the outer shell 420, but instead maybe formed in an inner wall spaced slightly rearward of wall 420 d sothat the front end 445 of strap 440 e is disposed between the inner walland wall 420 d, in which case the energy absorber 443 will also belocated therebetween. Regardless of whether the energy absorber 443 islocated on the inside or outside of shell 420, the energy absorber 443may be formed of foam or another compressible material. The foam may beenergy absorbing compression material such at least one of viscoelasticfoam, hyper elastic elastomer, polyurethane open or closed cell foam,expanded polystyrene (EPS), expanded polypropylene (EPP). Moreover,multiple types of such foam having varying foam densities can be used incombination. For example, in one embodiment the energy absorber 443 andthe strap 440 e are constructed so that the tensile forces transmittedthrough strap 440 e during impact will tend to compress the foam energyabsorber 443 before (or possibly instead of) deforming the strap 440 e,thereby reducing the energy transmitted to the seat 430. Also,additional energy absorbers having similar structure and function tothat of absorber 443 can be added to the ends of some or all of theother straps 440 a-440 d and 440 f-440 g. Each respective energyabsorber may have different energy absorbing characteristics based on,for example, the location and direction of the strap with respect to theinner seat 430.

Although not shown in FIGS. 18 to 20 b, a harness like harness 50 ofFIG. 1 can be included with seat 410. For example, the central (crotch)belt of harness 50 may be attached through slot 439 (FIG. 19) of outershell layer 432 and shoulder belts and lap belts attached throughsimilar slots of the outer shell layer 432.

Optional handle 460 is attached by support mechanisms 466 to respectivesides 420 a, 420 b of the shell 420. In one embodiment, shell 420 alsodefines holes or slots (not shown) for receiving the support mechanisms466 for the handle 460. Handle

COY-005 460 may swivel relative to support mechanisms 466 as is known inthe art. In addition, it is possible for the handle to swing against theback of a vehicle seatback when it is installed in a vehicle to provideleverage to the car seat 410 to prevent rotation of the car seat 410toward the seatback upon the car seat recoiling after a vehicle impact.In the event of an impact or sudden change in velocity of the vehicle inwhich the car seat 410 is carried, the handle 460 retardsinertia-induced rotation of the car seat 410 by transmitting rotationalforce applied to the car seat 410 into the seatback of the vehicle seat.

The embodiments described with reference to FIGS. 18 to 21 provide ahighly protective, safe, and strong car seat system similar to that ofthe embodiments described with reference to FIGS. 1-5.

FIGS. 22 and 23 show an embodiment of a car seat 510 constructed thesame as that of car seat 410, except that car seat 510 has an inner seat530 which is different from inner seat 430 in that it has substantiallyno sides facing sides 420 a, 420 b of outer shell 420. However, with theexception noted, inner seat 530 is constructed identically to seat 430.The removal of the material from the sides of the inner seat 530provides more room for a larger child to sit in the seat 530, thusincreasing the utility of the car seat 510 for children as they grow.For smaller children, the removed sides of the inner seat 530 can beaccommodated by using thicker cushions or bolsters (not shown) with theseat 530. Such thicker cushions may be removable or replaced withthinner ones to accommodate children of various sizes.

FIG. 23 shows a view of the car seat 510 shown in FIG. 22 along section23-23 in FIG. 22. Although not shown in FIG. 23 for the sake of clarity,pads 427 may surround the inner seat 530 in the same way described aboveand shown in FIGS. 19, 20 a, and 20 b. Also, although not shown in FIG.23 for sake of clarity, energy absorbers 443 may be employed on one ormore of straps 440 e, 440 f or the other straps comprising thesuspension system 440. All other aspects of the car seat 510 are thesame as those described above for car seat 410, and are not repeatedhere for the sake of brevity.

FIG. 24 shows an embodiment of a car seat 610, constructed in much thesame way as car seat 410, but differs in the construction of the innerseat 430 and attachment of handle 460 and support mechanisms 466. Thecar seat 610 includes an inner seat 630 that is comprised of an outershell layer 632 that is removably coupled to an inner shell layer 634.The outer shell layer 632 is constructed similarly to outer shell layer432 of FIG. 19 and has a plurality of openings 638 like openings 438that are constructed to receive a plurality of flexible straps 440 a-440g of suspension system 440. The car seat 610 also includes a handle 660.However, unlike handle 460 of car seat 410, the handle 660 of car seat610 is connected to the inner shell layer 634, which defines holes,slots, or surfaces for receiving a connection mechanism or support 666for the handle 660. The handle 660 can be used to transport the innershell layer 634 when it is separated partially or fully from the outershell layer 632.

FIG. 25 shows a front side elevation view of the car seat assembly shownin FIG. 24. FIG. 26 shows a view of the car seat assembly shown in FIG.25 along section 26-26 of FIG. 25, which is taken through the center ofthe car seat 610. The outer shell layer 632 includes a back clip 640 ata back edge of the outer shell layer 632 and a front clip 642 at a frontedge of the inner shell layer 634. In the embodiment shown in FIG. 26the back clip 640 and the front clip 642 are aligned longitudinallyalong the center of the car seat 610. In the embodiment shown in FIG.26, the front clip 642 is fixed while the back clip is longitudinallymovable and resiliently attached so that it can be displaced away fromthe car seat 610 yet will tend to move inwardly towards a rest position.In other embodiments, both the front clip 642 and the back clip 640 maybe movable, while in other embodiments, the back clip 640 may be fixedand the front clip 642 may be moveable. Also, while clips are describedas a means for coupling the inner shell layer 634 and the outer shelllayer 632 together, it will be appreciated that in other embodiments,other coupling means may be employed to removably couple the inner shelllayer 634 to the outer shell layer 632, including, without limitation,Velcro® (a trademark of Velcro Industries B.V., Netherlands Antilles),snaps, hooks, buttons, etc.

As noted above, in the embodiment shown in FIG. 26, the front clip 642is fixed while the back clip 640 is movable. In use, to coupled theinner shell layer 634 to the outer shell layer 632, the front edge 644of the inner shell layer 634 is engaged with the fixed front clip 642and then the inner shell layer 634 is rotated toward the back clip 640.As the inner shell layer 634 is rotated and is almost fully seated inthe outer shell layer 632, the back edge 646 engages the back clip 646.FIG. 27 shows a detailed section view of an embodiment of a back clip640 and portions of the inner shell layer 634 and outer shell layer 632shown in FIG. 26. The back clip 640 may be connected to the outer shelllayer 632 with a spring 647 or elastic band that permits the clip 640 tomove longitudinally away from an initial rest position. In one preferredembodiment, the back clip 640 has a ramp or camming surface 650 toengage the back edge 646 of the inner shell layer 634 so that afterinitially engaging the back edge 646 with the back clip, furtherrotation of the inner shell layer 634 will apply a downward force on thecamming surface 650 sufficient to moves the back clip 640 longitudinallyaway from the car seat 610 and permit the clip 640 to snap into a lockedengagement with the back edge 646 of the inner shell layer 634. Once theinner shell layer 634 is coupled to the outer shell layer 632, the backclip 640 can be moved manually in a direction of arrow A at least untilit clears the back edge 646 of the inner shell layer 634. Once the backclip 640 clears the back edge 646, the inner shell layer 634 can betilted up away from the clip 640 and the outer shell layer 632 and thendisengaged from the front clip 642.

Thus, it will be appreciated that car seat 610 described above employslayered shock absorbing/isolating arrangements, which together, act as ashock absorber/isolation system that can reduce the forces exerted on anoccupant of the car seat during a vehicle collision. The outer shell isof extremely high strength and will remain structurally intact in almostall circumstances thereby further protecting the occupant of the carseat. Further, the car seat 610 provides for removal and carrying ofonly a portion of the car seat 610, which can facilitate taking theoccupant of the car seat in an out of a vehicle to which the car seat610 is attached. For example, instead of uninstalling the entire carseat 610 from the vehicle and moving the seat 610 out of the vehicle forcarrying the occupant of the car seat outside of the vehicle, the carseat 610 allows for the outer shell of the car seat 610 to remaininstalled in the vehicle while a portion of the inner seat 630 can bedetached from the car seat 610 and used as an occupant carrier outsideof the vehicle. Thus, the person carrying the occupant in the innershell layer need not carry the bulk and weight of the remaining parts ofthe car seat 610 when carrying the occupant outside of the vehicle andneed not have to repeatedly reinstall the entire car seat 610.

FIG. 28 is an isometric view of an embodiment of a car seat 710 that isconstructed in the same manner as car seat 410 with the exception of theinner seat 430. The car seat 710 has an inner seat 730 that has an outershell layer 732 and an inner shell layer (FIG. 29). The car seat 710also includes a harness 750 that has a plurality of belts 750 a-750 ecoupled to a chest buckle 750 f and a crotch buckle 750 g. The outershell layer 732 has a series of horizontal or diagonal slots 741connected by vertical slots 743. The slots 741 have a width that isslightly more than the width of the belts 750 a, 750 b. Also, the slots741 have a height that is at least twice the thickness of the belts 750a, 750 b to permit the belts to be twisted or folded while in the slots741. The vertical slots 743 have a width that is slightly more that thethickness of the belts 750 a, 750 b. The vertical slots 743 intersectthe slots 741 close to the midpoint of the slots 741. As shown in FIG.28, the slots 741 are equally spaced along a longitudinal directionalong a back portion of the outer shell layer 732.

FIG. 29 shows the inner shell layer 739 of the inner seat 730 of the carseat 710. The inner shell layer 739 fits in or around the edge of theouter shell layer 732 shown in FIG. 28 so that the inner shell layer 739covers an upper side of the outer shell layer 732. The inner shell layer739 also has horizontal or diagonal slots 745 corresponding to slots 741shown in FIG. 28 and has vertical slots 747 corresponding to slots 743shown in FIG. 28. When the inner shell layer 739 is fitted to the outershell layer 732 (FIG. 28), slots 741 and 745 align and slots 743 andslots 747 align. Slots 741, 745, 743, and 747 define a pathway to routebelts 752 of a harness 750.

Although not shown in FIGS. 28 and 29, belts 750 a and 750 b passthrough the slots 741, 745, 743, and 747 behind the inner seat 730 andare connected together with a y-clip or a t-clip that his connected toan adjustment strap that is retained by an adjuster, as is known in theart. Straps 750 a and 750 b extend from the inner seat 730 at a heightdependent on the specific horizontal or diagonal slots 741 and 745 inwhich the belts are routed. Such belt routing is adjustable toaccommodate different shoulder heights of different occupants of theseat 710. Adjustment of the straps 750 a and 750 b is facilitated by thearrangement of slots 741, 745, 743, and 747, as noted below withreference to FIGS. 30 a to 30 c.

FIGS. 30 a to 30 c illustrate how the position of strap 752 a can beadjusted in slots 741 and 743. It will be appreciated that suchpositioning is also accomplished simultaneously through aligned slots745 and 747 in inner shell layer 739, although those slots are not shownin FIGS. 30 a to 30 c for clarity of illustration. FIG. 30 a shows belt750 a positioned in a first slot 741 a. To reposition belt 750 a into asecond slot 741 b, as shown in FIG. 30 c, the belt 750 a is twistedvertically and slides edgewise downward through slot 743 between slots741 a and 741 b as shown in FIG. 30 b. Once the belt 750 a is positionedat slot 741 b, it is twisted horizontally into slot 741 b as shown inFIG. 30 c.

There have been described and illustrated herein several embodiments ofa car seat. While particular embodiments have been described, it is notintended that the claims be limited thereto, as it is intended that theclaims be as broad in scope as the art will allow and that thespecification be read likewise. Thus, while particular materials forshell have been disclosed, it will be appreciated that other materialsmay be used as well provided they supply sufficient strength for thesuspension system and structural integrity for the system. Similarly,while particular types of materials have been disclosed for the innerseat layers, it will be understood that other materials can be used.Further, while the suspension system has been described as beingcomprised of belts or webs, it will be appreciated that other oradditional suspension elements may be utilized. It will therefore beappreciated by those skilled in the art that yet other modificationscould be made without deviating from the spirit and scope of the claims.

What is claimed is:
 1. A car seat for an occupant, comprising: a) an outer protective shell; b) an inner seat; and c) a suspension system coupling and permitting relative movement between said inner seat and said outer protective shell, said suspension system suspending said inner seat substantially within said outer protective shell, wherein said suspension system is elastically and plastically deformable.
 2. The car seat according to claim 1, further comprising: d) a plurality of padding elements wherein, said outer protective shell has an inner surface and wherein said plurality of padding elements extend between said inner surface of said outer protective shell and said inner seat.
 3. The car seat according to claim 1, wherein: said suspension system includes a plurality of flexible and deformable webs connecting said inner seat to said outer protective shell.
 4. The car seat according to claim 3, wherein: said at least one of said webs is constructed to plastically deform when said inner seat moves into contact said outer protective shell.
 5. The car seat according to claim 3, wherein: said at least one of said webs is formed of one or more woven fibers.
 6. The car seat according to claim 5, wherein: said fibers includes at least one of polyethylene terephthalate (PET) and polyester partially oriented yarn (POY).
 7. The car seat according to claim 3, wherein: said at least one of said webs is constructed to experience elastic or plastic deformation based on the relative position of said inner seat with respect to said outer protective shell.
 8. The car seat according to claim 3, further comprising: at least one safety strap connected between said inner seat and said outer protective shell, said safety strap having an ultimate tensile load limit that is greater than respective ultimate tensile load limits of each of the webs.
 9. The car seat according to claim 3, wherein: said suspension system further includes at least one energy absorber connected to at least one of the webs between said inner seat and said outer protective shell.
 10. The car seat according to claim 9, wherein said energy absorber has a spring constant that is different from said web to which said energy absorber is connected.
 11. The car seat according to claim 2, wherein: said outer protective shell has a major dimension extending along a longitudinal axis and wherein at least one of said padding elements extends along said longitudinal axis.
 12. The car seat according to claim 1, wherein: said inner seat is comprised of an outer shell layer and an inner shell layer removably coupled to said outer shell layer.
 13. The car seat according to claim 12, further comprising: a handle coupled to said inner shell layer.
 14. A car seat for an occupant, comprising: a) an outer protective shell; b) an inner seat comprised of an outer shell layer and an inner shell layer removably coupled to said outer shell layer; and c) a suspension system coupling and permitting relative movement between said inner seat and said outer protective shell, said suspension system suspending said inner seat substantially within said outer protective shell.
 15. The car seat according to claim 14, further comprising: d) a coupling element to removably couple said inner shell layer to said outer shell layer.
 16. A car seat harness adjustment system for a car seat, comprising: a seat having a plurality of spaced slots that are connected to each other by a common slot, wherein the spaced slots and the common slot are configured to route a belt of the car seat harness.
 17. The system according to claim 16, wherein the spaced slots are spaced along a longitudinal direction extending along a back portion of the seat.
 18. The system according to claim 17, wherein: the spaced slots extend horizontally or diagonally and the common slot extends longitudinally through the spaced slots.
 19. The system according to claim 18, wherein: the spaced slots are equally spaced longitudinally.
 20. The system according to claim 19, wherein: the spaced slots have a width that is slightly larger than the width of the belt and have a height that is at least two times the thickness of the belt, and wherein the common slot intersects each spaced slot at a midpoint of the width. 